Valve mechanism for internal-combustion engines.



J. C. MEADOWS.

V ALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. 8. I9I5.

. 1 I I I r.

2 SHEETS-SHEET I.

Patented July 18, I916.

II .||I I III III- A APPLICATION FILED OCT. 8. 1915.

Patntd Ju1 '18, 1916.

2 SHEETS-SHEET 2.

i f T A JACKSON CHARLES MEADOWS,

OF GAINSBOBOUGH, ENGLAND.

Specification of Letters Patent.

Patented July 18, 1916;.

Application filed October 8, 1915. Serial No. 54,837.

1 0 all whom it may concern Be it known that I, JACKSON Cnannns Unanows, a subject of the King of Great Britain, residing at ('irainsborough, in the count of Lincolnshire En land have in nal combustion engines working on the four stroke cycle and having an even number of cylinders arranged in pairs.

According to the present invention the exhaust of the burnt gases and the admission of the new charge are each controlled by a separate sleeve valve, the valves of each pair of cylinders being interconnected in such a manner that while four separate valves are used for each pair of cylinders, only two cranks on the half-speed valve shaft are necessary for their operation. In each pair of cylinders the arrangement is such that one of the two valves in each cylinder is connected with and operates the other of the two valves of the companion cylinder, the intermediate connections being preferably inclosed. The arrangementis further such that the ports in the valves of each cylinder are sealed at the proper times by means of an inwardly projecting cylinder head which is preferably water cooled and removable. In the accompanying drawings, Figure 1 is a vertical sectional view of a pair of cylinders fitted with valve mechanism according to this invention, the section being taken on i the line a7) of Fig. 13. Figs. 2 and 3 are corresponding views of the two cylinders taken at rightangles to Fig. 1.' Figs. 4 and 5 represent vertical sectional views of the cylinder head taken at right angles to each other. Fig. 6 is a plan of the head as shown in Fig. 4. Fig. 7 is a transverse section of the same on the line c-rl of Fig. 5. Figs. 8 and 9 are elevational views at right angles to each other of the inlet valve. Fig. 10 is a transverse section of the same on the line of the ports as shown in Fig. 8. Figs. 11 and 12 are central sectional views at right angles to each other of the twin cylinder casting. -Fig. 18 is a plan of the same as shown in Fig. 11. Figs. 14 and 15 are transverse sectional views of the twin cylinder casting through the exhaust ports and the inlet port, Fig. 12, respectively. Fig. 16 is a transverse sectional view ofthe twin cylinder casting taken on the line 6-, of Fig. 11. Figs. 17 and 18 are elevational views at right angles to each other of the exhaust valve for the left hand cylinder. Figs. 19 and 20 are a plan and transverse section respectively of the same, the latter being taken on the line of the ports in Fig. 18. Figs. 21 and 22 are similar views to Figs. 17 and 18 of the exhaust valve for the right-hand cylinder, while Figs. 23 and 24 are plan and transverse views respectively of the same similar to Figs. 19 and 20.

Throughout the drawings like parts are designated by similar reference characters.

Referring to the drawings, 2, 2 represent a pair of working cylinders which may constitute either a complete engine or only a part thereof, said cylinders are preferably water-cooled in the conventional manner, the cylinder castings being shown separately in Figs. 11 and 12. As indicated by the dotted lines in Figs. 1, 2 and 3 the cylinders are provided at the top with a cover which maybe of any suitable design.

3, 3 are the working pistons which in this 1 case are connected to cranks arranged at 180 degrees apart, so that the cycle of operations in one cylinder is one phase in advance of or behind that in the other.

4, 4: represent the inlet valves for the two cylinders said valves each consisting of a cylindrical sleeve arranged to be reciprocated'bctween the cylinder and piston and having its upper edge working between the cylinder and an inwardly projecting cylinder head hereinafter referred to. One of these valves is shown separately in Figs. '8, 9 and 10. 5, are the inlet ports or series of ports in the said inlet valves.

6, 6 are corresponding inlet ports in the cylinder \walls with which the ports 5, 5 are adapted to register during the induction strokes.

7, 7 represent the separate exhaust valves each consisting of a cylindrical sleeve adapted to be reciprocated between the upper part of the cylinder and an inwardly projecting cylinder head hereinafter referred. to. These valves are shorter than the inlet valves and are shown separately in Figs. 17-24 inclusive.

8, 8 are the exhaust ports or series of ports in the exhaust valves.

the cylinder walls with which the ports 8, 8

are adapted to register during the exhaust strokes.

10, 10 are the inwardly projecting cylinder heads above mentioned by which the ports in the inlet and exhaust valves are effectually sealed during the compression and firing strokes, for which purpose the said heads are provided as shown with suitable piston rings arranged respectively above and below the exhaust ports therein and also at their inner ends. These heads, which carry the usual sparking plugs are water-cooled and removable. 11, 11 are exhaust ports formed in the said heads opposite the cylinder exhaust ports 9, 9.

12, 12 are parallel rods whereby the inlet valves. in each cylinder are rigidly connected with the exhaust valves of the other cylinder, said rods being secured at their ends to perforated jaws or lugs '13, 13 on the valves. 14, 14 are tubes let into the water jacket between the two cylinders for the passage of said rods.

15 represents a cored chamber formed in the upper part of the engine, see Figs. 11, 12 and 14, between the two cylinders into which chamber the lugs 13, 13 on the exhaust' valves project.

16 is a lay shaft driven at half the speed of the engine crank shaft (shown in dotted lines in Fig. 1). 17, 17 are two cranks on the said lay shaft to which the inlet sleeves of the respective cylinders are connected,

said cranks being set at 90 degrees apart.

1,8, 18 are short connecting rods jointed to perforated jaws 19, 19 on the lower ends of the inlet valves and working on the respective cranks 17, '17 on the half-speed lay shaft.

The operation of the engine is as follows,

commencing, with the valve positions as shown in Figs. 1, 2 and- 3, where it will be noticed that in the left hand cylinder, Fig. 2, the piston is at the end of the exhaust stroke and about to commence the induc-' tion stroke, while the piston of ,the right hand cylinder, Fig. 3, is at the endof the induction stroke and about to commence the compression stroke. It will be observed also that in the arrangement shown the port 5 in the inlet sleeve valve 4 partially registers with the corresponding cylinder port 6 before the piston has reached the end of the previous exhaust stroke but is closed by the piston.

During the early part of the induction stroke in the left hand cylinder the inlet valve 4 (see Fig. 2) completes its downward movement bringing the port 5 therein into full register with the corresponding cylinder port 6, after which the sleeve 4 again commences to rise until by the time thepiston has reached the end of the induction stroke and is about to start the succeeding compression stroke the port 5 in the inlet sleeve valve is out of register with the cylinder port 6.

As will be seen from the valve crank circle in Fig. 2, the opening and closing of the inlet port takes place at or about the bottom dead center when the movement of the valve is at its lowest speed. By this means ample time is allowed for the cylinder to receive a full charge of explosive mixture. During the compression stroke and the early part of the succeeding firing stroke the upward movement of the valve continues, reaching its highest point at about one third of the firing stroke during which time the inlet port 5 in the valve is effectually sealed by the piston ring around the inner end of the cylinder head 10. After the piston has descended about one third of the firing stroke the inlet valve commences to descend and this downward movement continues throughout the remainder of the firing stroke, the whole of the exhaust stroke and until about one third of the succeeding induction stroke, after which it re-commences its upward movement.

As already stated and as will be seen from Fig. 2 the inlet port 5 commences to register with the corresponding cylinder port 6 just before the piston reaches the end of the exhaust stroke but is closed by said piston, so that by the time the piston on its induction stroke uncovers the said port 5 the latter is in full register with the port 6. The above is substantially what takes place in each cylinder during each complete cycle so far as the inlet valves are concerned.

Dealing now with the exhaust it will be seen that by reason of the rigid connection between the inlet valve of each cylinder and the exhaust valve of the companion cylinder each of the latter must necessarily move in unison with the respective inlet valve. Commencing as before with the valve positions shown in Figs. 1, 2 and 3, it will be seen that by the time the left hand piston has traversed about one third of the induction stroke the exhaust valve 7 of the right hand cylinder has reached the extremity of its closing or downward movement after which it commences its opening or ascend ing movement and this upward movement continues while the left hand piston completes its induction stroke, the whole of the compression stroke and about one third of the firing stroke, by which time the exhaust valve aforesaid of the right hand cylinder has reached the extremity of its upward stroke bringing the port 8 therein in register with the ports 9, 11 in the cylinder and cylinder head respectively. As will be seen from the valve crank circle in Fig. 2 the exhaust port 8 commences to open when the maximum speed while the period of full port opening coincides with the time when the valve crank is passing its top' dead cen ter and is consequently moving at its minimum speed. The increase in the speed of" the valve in its downward movement however provides a quick cut off at or about the termination of the exhaust stroke in the right hand cylinder which corresponds in point of time with the end of the firing stroke in the left-hand cylinder.

Similarly, on referring to Fig. 3 it will be seen that while the inlet valve in the righthand cylinder is 'rising to close the inlet port therein at the beginning of the compression stroke, the exhaust valve in the left-hand cylinder is rising to close the exhaust port therein, this upward movement continuing during the whole of the compression stroke and about one third of the succeeding firing stroke in the right-hand cylinder after which the exhaust valve in the left-hand cylinder re-commences its descending or opening movement.

It will be observed that by reason of the valve crank of the right hand cylinder being 90 degrees in advance of the valve crank of the left-hand cylinder it becomes necessary to form the ports in the exhaust valve of the left hand cylinder at ornear the top, this valve opening during its downward movement while the exact reverse is the case with the corresponding exhaust valve of the right-hand cylinder which opens on its upward movement and consequently has its ports formed at or near its lower end.

The cylinder heads are however made of such lengththat in each case the exhaust ports 8 and inlet ports '5 in the sleeve valves are effectually sealed during the compression and firing strokes in the respective cylv inders.

WVhat I claim and desire to secure by Letters Patent of the United States is,-

1. In an internal combustion engine of the character described the combination with a cylinder, of inlet and exhaust ports, a piston, an inwardly projecting cylinder head, two sleeve valves arranged one above the other, ports in said sleeve valves adapted to register with the cylinder inlet and exhaust ports respectively and to be sealed by said head at the proper moment, and mechanism for operating said. sleeve valves substantially as described.

2. In an internal combustion engine of the character described, the combination with each cylinder of a pair of cylinders of a piston, an inwardly projecting cylinder head, two sleeve valves arranged one above the other and adapted to control the admission and exhaust respectively of the working fluid, one of said sleeves in each cylinder being in operative connection with the other of the two corresponding sleeves in the companion cylinder, and mechanism for oper ating said sleeves substantially as herein set forth.

3. In an internal combustion engine of the character described, the combination with a cylinder, of inlet and exhaust ports, a piston, an inwardly projecting cylinder head, an upper sleeve valve arranged between said cylinder and cylinder head, ports in said upper sleeve valve adapted to register with the cylinder exhaust ports and to be sealed by said head at the proper moments, a lower sleeve valve arranged between said cylinder and piston and having its upper end working between said cylinder and cylinder head, ports in said lower sleeve valve adapted to register with the cylinder inlet ports and to be sealed by said head at the proper moments, and means for operating said sleeve valves, substantially as described.

so. i

4. In an internal combustion engine of the character described, the combination with each cylinder of a pair of cylinders of a piston, an-inwardly projecting cylinder" head, an upper sleeve valve arranged between said cylinder and cylinder head, a

lower sleeve valve arranged between said cylinder and piston and having its upper end working between said cylinder and cylinder head, said sleeve Valves in each pair of cylinders being interconnected so that the lower sleeve valve of each cylinder moves in unison with the upper sleeve valve of the companion cylinder, and mechanism for op erating said sleeve valves, substantially as herein set forth.

5. In an internal combustion engine of .the character described, the combination with each ported cylinder of a pair of cylinders of a piston, an inwardly projecting cylinder head having port openings therein, a ported upper sleeve valve arranged between said cylinder and cylinder head, a lower sleeve valve arranged between said cylinder and piston and having a ported up-- cylinder head, means for operatively connecting the upper sleeve valve of each cylinder with the lower sleeve valve of the per end working between said cylinder and P companion cylinder, and mechanism for operating said lower sleeve valves, substantially as herein set forth.

v 6. In an internal combustion engine of the character described, the combination with each cylinder of a pair of cylinders having inlet and exhaust ports ofa piston, an inwardly directed cylinder head, port openings in said head corresponding with the exhaust ports in said cylinder, a ported exhaust sleeve valve arranged between the upper part of said cylinder and the cylinder head, a ported inlet sleeve valve arranged between the lower part of said cylinder and the piston and having its upper ported end we having inlet and exhaust ports therein of a piston, an inwardly directed cylinder head,

port openings in said head corresponding with the exhaust ports in the said cylinder,

a ported exhaust sleeve valve arranged between the upper part of said cylinder and cylinder head, a ported inlet sleeve valve arranged between said cylinder and piston and having its upper ported end working" between said cylinder and cylinder head, a cored chamber formed between the upper parts of the two cylinders, open tubes arranged between and parallel with said cylinders and communicating at their upper ends with said cored chamber, .a pair of rods each connecting the inlet valve of each cylinder with the exhaust valve of the companion cylinder and passing through one of said tubes, a lay shaft adapted for rotation at half the engine speed, a pair of cranks on said shaft, and operative connections between said cranks and said inlet valves, substantially as herein set forth.

8. In an internal combustion engine of the character described, a pair of cylinders, each having inlet and exhaust ports, a water jacket therefor, a cored chamber formed between the upper parts of said cylinders, a piston in each cylinder, a crank-shaft therefor having a pair of cranks set at 180 degrees apart, an inwardly directed cylinder head in each cylinder, ports in said heads corresponding with the exhaust ports in the cylinders, an exhaust sleeve valve in each cylinder adapted for movement between the upper part of same and the cylinder head, ports in said exhaust sleeve valves adapted to simultaneously register at .the proper times with the exhaust ports in the cylinders and cylinder heads, lugs on said exhaust sleeve valves projecting into said cored chamber, an inlet sleeve valve in each cylinder adapted for movement between the same and thepiston and having its upper end working between the cylinder and cylinder head, ports in the upper ends of said inlet sleeve valvesadapted to register at the proper times with the inlet ports ii /the cylinders, lugs 0n the lower ends of said inlet sleeve valves, open-ended tubes let into said water jacket between and parallel with said cylinders and communicating with said cored chamber at their upper ends, rods connecting the lugs on the inlet valves of each cylinder with the lugs on the exhaust valves of the companion cylinder and passing through said tubes, a lay shaft adapted for rotation at half the speed of the crank shaft, a pair of cranks on said lay shaft, said cranks being set at 90 degrees, and connecting rods working on said cranks and connected respectively with and adapted to reciprocate theinlet sleeve valves of the two cylinders, substantially as herein set forth.

In testimony whereof I have hereunto aflixed my signature.

JACKSON onARLEs MEADows. 

